Self aligning trailer hitch

ABSTRACT

A device for bringing the truck and trailer borne portions of a goose neck hitch arrangement fully into position for completing the mating of the two sections without requiring the vehicle operator to leave the vehicle. 
     An open bottomed cone shaped receiver is located in the tow vehicle bed. The hitch section that drops into the receiver which comprises a funnel shape, having a cone shaped portion which has the same shape and dimensions as the receiver cone, but differing in that it terminates in a rod shaped probe and thus has a funnel shape. The funnel tip serves to guide the upper cone into its final position within the receive section.

FIELD OF THE INVENTION

The present invention relates generally to vehicles and trailers and more specifically it relates to a vehicle alignment system for properly aligning a tow vehicle to a trailer that is equipped with a “goose-neck” tongue assembly without requiring the vehicle operator to leave the vehicle until s/he exits the cab in order to mechanically lock the connection between the tow vehicle's and the trailer's hitch component sections.

DESCRIPTION OF THE RELEVANT PRIOR ART

There are two generally used basic types of tow-vehicle to trailer attachment units. The oldest and most commonly seen is the conventional form seen with boat trailers, and other such light duty trailers where the hitch assembly unit is located at the rear of the tow vehicle. In this arrangement, the trailer tongue ends in a downward facing socket that mates with an upward facing ball that is affixed to the tow vehicle rear bumper or to the frame immediately beneath same.

More recently, a so called “goose neck” tongue assembly was developed, and in this type of assemblage the connection between the tow vehicle and the trailer is made within the confines of the tow vehicle's bed. The main advantage of using goose-neck tongue arrangements is that they allow trucks to more readily pull heavier loads than could be towed with a rear mount ball and socket arrangement. The hitch assembly used in such arrangements is usually of the “fifth wheel” type that is commonly used for towing recreational vehicles, livestock trailers and other such large trailers, although, a ball and socket attachment can also be used.

The fifth wheel attachment system comprises a metal pin, the “kingpin”, that projects downward from the tongue of the trailer and which becomes affixed within a set of metal plates that are attached atop the bed of the tow vehicle

Regardless of the type of hitch being used, the trailer and the towing vehicle must be aligned in three dimensions in order to affect coupling between them. That is, the vehicle's and the trailer's hitch elements must be carefully aligned in a vertical, lateral, and longitudinal direction before the hitch elements can actually be engaged and locked into position. In general, the closer the tow vehicle is brought to the trailer, the less visible one or both or the mating sections become to the driver of the tow vehicle and anyone who has attempted to connect a trailer to a tow vehicle has dealt with the problem of how difficult it can be to properly align the attachment mechanism of the vehicle with that of the trailer.

Two basic solutions to this problem have been developed, the driver can enlist the help of a second person who stands alongside the vehicle and guides the driver into the proper position, or, the driver can use a guidance device that s/he can use to judge the respective positions between the trailer and tow vehicle attachment members.

The obvious disadvantages to these two solutions is that another person is not always available to act as a guide; and, using a guidance device requires that the driver dismount from the tow vehicle to attach or engage the guidance device, then return into the vehicle to do the alignment step, after which s/he can get out and must remove and store the guidance mechanism before mating the hitch elements.

In the hands of an unskilled driver, the alignment operation involves much trial and error and can be very frustrating and time consuming, and even highly skilled drivers find that several attempts are commonly needed to get into the exact position necessary for connection.

Trailer hitch guides employ a wide variety of aids designed to allow the driver to align the two mating sections with fewer trial and error maneuvers. Unfortunately, these guides are commonly complex, difficult to install, or awkward to adjust, maintain, and use. Also, the guides may not transfer easily from one vehicle-trailer pair to another, and they also present the problem of storing them when they are not in use.

Examples of patented devices which are designed to provide guidance while approximating a tow vehicle and a trailer include: U.S. Pat. No. 5,558,352 to Mills; U.S. Pat. No. 5,269,554 to Law et al.; U.S. Pat. No. 4,723,788 to Suter; U.S. Pat. No. 4,666,176 to Sand; U.S. Pat. No. 4,012,056 to Christensen; U.S. Pat. No. 3,015,162 to Bohnet; U.S. Pat. No. 5,596,944 to Massie; U.S. Pat. No. 6,042,136 to Heinecke; U.S. Pat. No. 6,273,448 to Cross; and U.S. Pat. No. 6,209,902 to Potts.

Aside from any other deficiencies, the most significant shortcoming of all these and similar patents is that they all require that the operator of the tow vehicle must leave the vehicle to set up the guidance apparatus, and then get back into the vehicle before bringing the hitch elements into the proper spatial relationship for connecting the two units.

Given all the patents that have already been issued with the intent of providing a more reliable guidance system and especially one that neither requires the assistance of a second person nor requires that the operator of the tow vehicle exits the vehicle prior to actually locking the connection between the sections of the hitch unit; it seems that it would be desirable to provide a hitch that actually allows the operator to align the two hitch section without leaving the tow vehicle until the moment the two hitch components are ready to be locked in place.

Schneckloth (U.S. Pat. No. 4,183,548) presents a patent that “ . . . pertains to hitches of the type suitable for connecting goose-neck arms to the beds of pickup trucks and particularly to hitches that have means for guiding the connectors of the hitches together . . . ”. According to paragraph 6 of the patent's section on the description of the preferred embodiments, it is necessary that “ . . . the fifth-wheel assembly 13 at the end of the arm of the vehicle that is to be towed is over the central rear portion of the base 21”. As described, his invention provides no automatic means of achieving this end, thus requiring that either a 2nd person be available to provide guidance, or that a guiding flag arrangement be attached in order to allow the driver to guide the hitch arrangement into this position.

Another drawback is that in order for the self-guidance device to drive the trailer's component into the final position in the bed mounted portion of the hitch, the following must be done: “The front end of the vehicle to be towed is then lowered so that the lower surface of the lower disk 18 of the fifth-wheel assembly 13 rests on the base 21”; it should be noted that as it is described in the patent text, this requires that a second person be available, or, that the driver must dismount, lower the gooseneck arrangement down to the plate on the bed of the tow vehicle, then re-enter the vehicle's cab and back up until the trailer is felt to drop into position, only then can s/he exit the cab for the final hookup/stabilization of the connection. Although Schneckloth's design has the desirable feature of allowing that either a ball-and-socket assembly or a king-pin arrangement trailer can be accommodated, it has a drawback in that it requires the expense and inconvenience of the owner having a series of discs that can be interchanged in order to accommodate the differing couplers found on the different trailers. These disk sets are large and cumbersome and are not easily removed or exchanged.

STATEMENT OF THE OBJECTIVES OF THE INVENTION

Accordingly, it is an object of this invention is to provide an apparatus for use in the process of aligning a tow vehicle and a trailer that has the advantage of allowing the alignment to be made without the driver needing to exit the vehicle until after the separate elements of the hitch are actually positioned for final engagement one within the other and the hitch assembly is ready to be locked into place.

Another object of this invention is to provide an alignment system that provides a mechanism and process that physically carries the two hitch elements into a travel-ready position and only requires final locking of the elements into place.

A further object is provide an assembly that allows the above mentioned advantages while also affording the flexibility of easily accommodating trailers that are equipped with either ball-and-socket or king-pin attachment apparatuses.

It is another object of this invention that it allows simple coverage of the truck-bed attachment unit so that the tow vehicle can be used for purposes other than trailer towing without having to unbolt and remove an above-bed semi-truck-plate such as is common in the prior art.

It is a further object of the present invention to provide a new and improved trailer hitch guide system which is of a durable and reliable construction, and which may be easily and efficiently manufactured and marketed.

It is another object of this invention that it allows of attachment uses other than trailer to truck, including but not being limited to attachment of superstructures for internal truck-bed assemblies such as those used to carry panes of glass, bicycles and such, in a secure, upright position within the truck bed.

SUMMARY OF THE INVENTION Brief Description of the Drawings

FIG. 1 a. Presents a side view of a centrally located vertical cross section of a completed Truck-Hitch Assembly.

FIG. 1 b. Presents a top view looking down upon a completed Truck-Hitch Assembly.

FIG. 2. Presents a side view of a centrally located vertical cross section of a completed Truck-Receiver Assembly and a partial section through the Base Plate that covers the hole in the truck bed and to which the Truck-Receiver Assembly is welded.

FIG. 3 a. Presents a perspective view of the Base Plate of the Truck Bed Receiver Unit, looking from the back of the truck bed forward, and showing the hinged Truck Receiver Cover in a closed position.

FIG. 3 b. Presents a perspective view from the side of the pick-up bed showing the hinged Truck Receiver Cover in an opened position, ready to receive the Truck Hitch Assembly as the latter is seen in FIG. 1 a.

FIG. 4. Presents a diagrammatic sketch of the locking pin mechanism and the undersurface of the Truck-Receiver cone-section.

FIG. 5. Presents 4 sketches that viewed from top to bottom serially show the progression of the truck hitch and truck receivers from widely separated to their complete union in place in the truck bed.

FIG. 6: Presents a side view of a centrally located vertical cross section of a modified Truck-Receiver Assembly suitable for use with either a fifth wheel hitch setup, or for attachment of an in-bed support for bicycles, etc.

DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT

In one embodiment, the invention is used for connecting the trailer's gooseneck borne portion of a tow hitch arrangement to the towing vehicle's hitch section using a ball and socket form of connector. With this invention, the socket connector of the trailer requires no modification, all improvements involving modification of either the ball portion of the hitch assembly or the truck bed itself. In the prior art, the ball and socket portions of the hitch are separated when the units are disengaged, the ball going with the truck and the socket being permanently affixed to the trailer.

In the current invention, even when the trailer is disconnected from the tow vehicle, the ball portion of the hitch 1 in FIG. 5 a that has been modified as will be described below to form the Truck-Hitch Assembly (THA) A in FIG. 1 a, is left anchored in place within the socket of the trailer's goose neck assembly C in FIG. 5 a.

The actual union of the trailer borne segments to the tow vehicle borne segments of the hitch assembly occurs between the Truck-Hitch Assembly (THA) A in FIGS. 1 a & 1 b and the Truck-Receiver Assembly (TRA) D in FIG. 2; the trailer-borne THA being designed to drop into and fit comfortably within the tow vehicle-borne TRA.

The THA in its entirety A FIG. 1 a presents as a funnel shaped lower portion having a hitch ball 1 centrally situated atop a steel top plate 4 covering and welded to the funnel B FIG. 1A. The circular steel top plate 4 FIGS. 1 a & 1 b has a diameter of approximately 9″ and has a hole drilled centrally to receive the bolt portion 2 of the hitch-ball 1 of FIG. 1 a, hitch-ball 1 is secured to the steel top plate 4 with a locking-nut 3 FIG. 1 a following which the top plate is welded atop a cone shaped sheet metal section 5 FIG. 1 a, said cone shaped section 5 being designed such that the sides slope down from its greatest circumference at approximately a 45° angle as shown along lines a-b and c-d from the base of top plate 4, forming thus a cone having a length of approximately 4″; the cone shaped section 5 is welded to a rod shaped probe 6, completing the funnel shaped base portion of the THA B FIG. 1 a.

Seen from a top view perspective the THA A FIG. 1 b appears as a circular top plate 4 and a central ball section 1 with its base portion 1 a being seen as having a slightly greater diameter than the top section of the ball 1. Cone section 5 of FIG. 1 a is not visible in FIG. 1 b nor is the probe section 6 of FIG. 1 a, however, for purposes of showing the relative diameters of the top plate 4 relative to the diameter of the probe 6, said probe section is indicated in FIG. 1 b by the central shaded area 6.

As seen in FIG. 1 b, there is a great disparity between the diameter of the top plate 4 of the THA A and the diameter of the probe section 6. This disparity is what provides the surety that allows for unassisted positioning of the THA relative to the TRA (yet to be described) in a connection-ready relationship without the driver leaving the cab of the tow vehicle. This surety is possible because this invention creates between a six fold (6×) and a nine fold (9×) increase in the allowable positioning error when compared to conventional hitch arrangements.

In conventional system using a 2″ ball, the socket portion of the hitch mechanism must be centered within a radius of 1″ over the center of the ball assembly. Phrased another way, this means that the positioning error allowed in situating the hitch cup over the hitch ball allows that the cup portion can only be ¾″ to 1″ off to the right or left, forward or back of, or in any diagonal direction relative to the center of the top of the hitch ball, or the hitch connection cannot be made, this degree of positioning is not readily achieved without assistance or leaving the vehicle's cab.

The present invention increases the diameter of the target area to nine inches. This means that the center of probe 6 seen in FIG. 1 a, can be off to the side, front or back, or diagonally in any direction by 4½″ relative to the center of the open bottomed cone shaped section 12 in FIG. 2 of the TRA bracketed as D FIG. 2, a degree of positioning accuracy that is easily attainable and allows of safe completion of the coupling without the driver leaving the tow vehicle's cab.

Fifth wheel assemblies require a specially reinforced framework in order to support the greater weights they are called upon to carry. In the present invention, if such a framework is not already present, any truck can be simply modified to fulfill this criterion. As a first step, a cutout (not shown) is made in the bed of the truck PB FIGS. 3 a & 3 b, said cutout being situated directly over the truck's rear axle between the tire wells TWI & TWr at the mid-width of the tow-vehicle's bed, the area over which the goose neck and its hitch assembly bracketed as C in FIG. 5 a will attach to the TRA. Working through and from beneath the cutout, the reinforcing framework is affixed, bridging across the right and left frame members beneath the truck bed. Any of the various commercially available truck-frame reinforcement conversion kits can be used to provide the increased structural strength needed for this arrangement.

The abovementioned cutout in the truck bed is then covered by a steel top-plate 7 FIGS. 2, 3 a & 3 b which is affixed to the above mentioned steel reinforcement framework by bolts 14 FIG. 3 a. If service is needed on any of the below-bed components of the hitch assembly, steel cover plate 7 can be removed by loosening bolts 14 and using the two lift rings 15 seen in FIGS. 3 a & 3 b to remove said cover plate.

A circular cutout that has been made in the steel top-plate 7 FIGS. 2, 3 a & 3 b serves to allow the above mentioned THA A in FIGS. 1 a & 1 b to pass downward into a cone shaped segment 12 of the TRA that is to be described below. The size of this cutout in the steel top-plate 7 is slightly larger than the 9″ diameter of the top of the THA's cone section 5 FIG. 1 a. The hole in the top plate 7 can be closed by the TRA cover plate 13 that is attached to the top plate 7 by hinge 16 FIGS. 3 a & 3 b. When closed as in FIG. 3 a, said cover plate forms a level bed surface, thus allowing the use of the tow vehicle for purposes other than towing a trailer, FIG. 3 b shows the cover plate opened on hinge 16 and presents an oblique view into the well of the TRA in which can be seen the cone portion of the TRA 12 and the opening of one of the lock pin 11 (not shown) guide sleeves 17.

With TRA cover plate 13 in the open position, the THA A FIG. 1 a can be lowered into the TRA and the hitch elements thus brought together. When viewed as a side view of a centrally located vertical cross section, the THA D FIG. 2 appears as follows: the top periphery of the cone is welded to and thus made flush with the truck bed cutout cover plate 7; immediately beneath the top plate 7 and shown shaded are sections through the right and left guide sleeves 17 for lock pin 11.

The cone shaped well of the TRA D FIG. 2, delineated by lines ab-bd-dc, extends downward from its superior welded attachment to cover plate 7 at about a 45° angle to form an open bottomed cone section having a vertical height of about 4″ the lower orifice of which, line d-b FIG. 2, allows the THA's funnel tip rod 6 FIG. 1 to pass through, allowing the two cones to come together for the full alignment of the trailer to the truck. Said bottom opening d-b in FIG. 2 also serves to allow drainage so that any fluids that might enter the apparatus can drain out the bottom of the unit.

Said guide sleeves 17 which appear as separate shaded areas above and below lock pins 11, actually are in the form of rectangular tubes that are welded both to the undersurface of the cutout cover plate 7 and onto opposite sides of the lateral-superior aspect of the cone shaped portion ab-bd-dc, and a top view of said guide sleeves is found in FIG. 4 11 a and 11 b where the stabilization supports and activation arm elements for controlling the movement of Lock pins 11 can also be seen.

Lock pins 11 FIG. 2 slide through the guide sleeves 17 and serve to lock the THA in place within the TRA by virtue of sliding part way over the top of the top plate of the THA 4 FIG. 1.

Where TRA cone section ab-bd-dc FIG. 2 is affixed to cutout cover plate 7, it has an internal diameter of 9″, corresponding to the external top diameter of the cone section of the THA 5 FIG. 1 which it is designed to receive. The hatched and lightly shaded area seen as line c-a of truck bed cutout cover plate 7 FIG. 2, represents the back curved portion of the cutout in bed cover plate 7 in which TRA cover plate 13 FIG. 3 a would be located when the truck is to be used for purposes other than hauling a trailer.

In use, the truck is backed up towards the trailer which has the THA already locked within the socket that is permanently part of the trailer's goose-neck tongue arrangement FIGS. 5 a,b,c,d. FIGS. 5 a,b,c,d present a seqential view moving from the start to the end of the hitching system in action. The relative positions of the truck and trailer at the time of starting to back the pickup towards the trailer are shown in FIG. 5 a where the gooseneck tongue of the trailer bracketed as A with the attached TRA bracketed as X can be seen situated over the rear of the tow vehicle's bed the truck bed. The TRA cover plate (13 in FIG. 2) is hinged open, for the purpose of clarity the other details of the view, described in detqil priorly are not reproduced in this figure. The progression towards union of the connection at a time when the rod shaped probe 6 FIG. 2 of the THA has just dropped into the top of the well of the TRA is seen in FIG. 5 b. Continuing forward, in FIG. 5 c the hitch assembly is shown at a time when the cone shaped portion 5 FIG. 1 a has followed the guidance of the probe 6 and has dropped part way into the well of the TRA. Finally, in FIG. 5 d, the THA cone assembly B FIG. 1 a has dropped fully into engagement within the TRA cone section 12 FIG. 2 and all that remains to be done is the process of engaging the locking mechanism that prevents accidental separation of the mated THA within the TRA.

To better understand the locking mechanism that prevents disengagement of the trailer from the tow vehicle, said locking mechanism is described in separate detail in FIG. 4. The view is looking up towards the underside of the truck bed and truck bed cutout cover plate TB, no details of which are shown.

A shaded in centrally located circle 12 b represents the hole at the apex of the truck-receiver cone section 12 a which is seen surrounding that hole, said cone being represented by a series of laterally diverging lines that end peripherally at ring 10 which represents the welded junction of TRA 12 and truck bed cutout cover plate 7 FIG. 2 the rest of which is not detailed in this figure.

Guide sleeves 17 a and 17 b are welded to the driver and passenger side aspects of and near the top of the TRA's cone section 12. Lock-pins 11 a and 11 b slide inward through guide sleeves 17 a and 17 b to lock the THA into the TRA as described prior in this descriptive text.

Connecting arm 18 a is affixed to lock-pin 11 a by a washer and bolt assembly 19, the washer and bolt assembly forming a loose connection that allows rotation of the connected sections around said assembly. (NOTE: all circles with a dot in the center represent such swivel attachments) A pivot point plate 20 a is welded to the base of the truck bed (TB) and serves as the fulcrum around which connecting arm 18 a rotates to allow inward and outward movement of lock-pin 11 a when lock handle arm 20 is pushed inward to the locking position or pulled outward to allow release of the THA from the TRA.

Connecting arm 18 b is affixed to lock-pin 11 b by a washer and bolt assembly 19. A pivot point plate 20 b is welded to the base of the truck bed and serves as the fulcrum around which connecting arm 11 b rotates to allow inward and outward movement of lock-pin 11 b when lock handle arm 20 is pushed inward to the locking position or pulled outward to allow release of the THA from the TRA.

Lift handle arm 21 passes beneath connecting arm 18 b. Guide 21 a is welded to the base of the truck bed and forms a curved lip over lock handle arm 21, and also serves as a stop foundation for stop rings 21 b and 21 c, which stops are situated on lock handle arm 21 and are adjusted such that they limit the throw of that lift handle arm, the function of which is to lift the TRA cover plate 13 FIG. 2 and tilt it back out of the way to allow access to the cone section 12 FIG. 2. Note: if the TRA is covered by a rotating rather than a hinged top cover plate, lift handle arm 21 is modified such that it elevates and then rotates the TRA cover plate 13 FIGS. 3 a & 3 b out of the way (not shown).

Lock arm handle 20 and lift arm handle 21 are located exterior to the side wall SWTB of the vehicle bed immediately above the tire in the area of the driver's side rear wheel well TWS.

Pushing the lock arm handle 20 FIG. 4 of the lock-pin control assembly fully inward activates the connecting arms 18 a & 18 b and pushes the lock pins 11 a & 11 b inward through the lock pin guide sleeves 17 a & 17 b, situating the internal ends of said lock pins just above the top of top plate 4 FIG. 1 a, thus locking the THA into the TRA. With the exception of attaching emergency chains the unit is road ready.

In a second embodiment, a “fifth wheel” hitch arrangement system, a modified THA is shown in a partially exploded side view of a centrally located vertical cross section through a modified THA. The base portion of the THA B FIG. 6 is located within the cone shaped well of the TRA 12, said TRA being shown in place within the truck bed cutout cover plate 7 and the truck bed TB itself. This TRA section is minimally described for this figure since it was the main element described in FIG. 2.

For purposes of clarity, the modified section of the THA M FIG. 6 is shown separated from the funnel shaped base section of the THA B.

The complete modified version of the THA is comprised of two basic elements: first, the THA cone section B (described in greater detail in FIGS. 1 a & 1 b) which is shown situated within the cone shaped well of the TRA 12, and locked in place beneath locking pins 11. Note: Locking pins 11 in this instance serve a double function: 1st, as in the prior embodiment, they lock the THA assembly into the TRA to prevent separation of trailer from the truck bed; and secondly, they fit snuggly within lock pin receiver slots 22 of the riser tower 8 and prevent rotation of the THA within the TRA which is necessary with either a fifth wheel arrangement, or for use as an “accessory” attachment arrangement.

The second component of the modified THA is riser tower 8, comprising a steel base plate section 26 perforated centrally for the passage of a bolt and lock washer 25, and a cylindrical steel plate side wall 27 to which said base plate section is welded; the whole of which riser tower 8 is in turn attached to a riser tower bed-top support plate 9, and the attachment of which elements is reinforced by a series of triangular shaped reinforcing struts 10 of which only two are visible; the whole being capped by the fifth wheel attachment plate array 23. Lock pin receiver slots 22 are seen at the lateral central position at the base of the riser tower 8.

The modified top section of the THA M is attached to the top plate 4 of the THA cone section B via bolt 25, that passes through said top plate and is then held firmly by a lock washer and nut 3 (not shown). It is obvious that the attachment of riser tower 8 to top plate 4 via nut and bolt 25 must be done prior to the addition of the lateral cone walls to the said riser tower and prior to welding top plate 4 to the cone shaped base portion 12 of the THA. A lock mechanism 24 serves to lock the king pin (not shown) of the Trailer's goose-neck within the fifth wheel attachment plate array 23 once those hitch elements are brought together

To effect coupling: the modified THA having been affixed to the lock plate array of the fifth wheel attachment unit's king pin attachment at the end of the trailer's gooseneck tongue, the trailer is approached, and because the riser and the elevated plates are visible, the tow vehicle is placed in position such that the probe of the THA 6 will be within the zone above the top opening of the THA cone 12 after which the trailer's jack can be used to lowered the THA into the TRA and the whole assembly can then be locked in place.

Because the king pin attachment plates are not affixed to the truck bed itself, this invention allows for great ease in the removal of the king pin attachment plates, that are otherwise cumbersome and somewhat difficult to remove, thus allowing easy conversion of the truck for temporary uses other than towing the trailer; allowing the job to be done by one person, which is otherwise difficult.

A third embodiment allows the use of the bed's receiver-section for easily connecting a removable, in-bed support rack, such as those used to transport sections of glass, bicycles, etc. The same modification used in conversion of the invention's THA for use with a fifth wheel setup is needed here. The only difference being that instead of a fifth wheel attachment plate being affixed to the extension tube's top plate, an arrangement suitable for connection to the type of support rack that is to be stabilized is used. Once the THA is locked into the TRA, the appropriate superstructure can be bolted to the locked hitch elements and the superstructure is ready for use. 

1. A device providing for a means of attaching a goose-neck trailer tongue to a tow vehicle, said device comprising a covered-funnel shaped member as a means to match up with a receiver mounted in the bed of a pulling vehicle.
 2. The device of claim 1 in which the included top angles of the cone portion of the funnel shaped member ranges between 40⁰ to 50⁰ to the horizontal top plate cover of said funnel shaped member
 3. The device of claim 1 in which the receiver comprises an inverted cone shaped member of a dimension suitable to receive the covered-funnel shaped member.
 4. The device of claim 4 in which the included top angles of the inverted cone shaped receiver ranges between 40⁰ and 50⁰ to the horizontal plane.
 5. The device of claim 1 in which the covered-funnel shaped member is attached superiorly to a ball hitch portion of a ball and socket trailer hitch.
 6. The device of claim 5 in which the included top angles of the cone portion of the funnel shaped member range from 40⁰ to 50⁰ relative to the horizontal top plate of said funnel shaped member
 7. The device of claim 5 in which the receiver comprises an inverted cone shaped member of a dimension suitable to receive the covered-funnel shaped member.
 8. The device of claim 7 in which the included top angles of the inverted cone shaped receiver are at 40⁰ to 50⁰ to the horizontal plane.
 9. The device of claim 1 in which the covered funnel shaped member is attached to a surmounting tower that is capped by a set of in-bed mounting plates of a fifth wheel trailer hitch arrangement.
 10. The device of claim 9 in which the included top angles of the cone portion of the funnel shaped member range from 40⁰ to 50⁰ relative to the horizontal top plate of said funnel shaped member.
 11. The device of claim 9 in which the receiver comprises an inverted cone shaped member of a dimension suitable to receive the covered-funnel shaped member.
 12. The device of claim 11 in which the included top angles of the inverted cone shaped receiver range from 40⁰ to 50⁰ relative to the horizontal plane.
 13. The device of claim 1 in which the covered funnel shaped member is attached to a surmounting tower that is capped by an attachment array designed to affix and stabilize a removable in-bed support framework such as may be used to carry bicycles, glass panels, etc.
 14. The device of claim 13 in which the included top angles of the cone portion of the funnel shaped member are at 40⁰ to 50⁰ relative to the horizontal top plate of said funnel shaped member
 15. The device of claim 14 in which the receiver comprises an inverted cone shaped member of a dimension suitable to receive said covered-funnel shaped member.
 16. The device of claim 15 in which the included top angles of the inverted cone shaped receiver are at 40⁰ to 50⁰ to the horizontal plane.
 17. A process for using a trailer borne funnel shaped hitch section that couples into a tow vehicle borne cone shaped hitch receiver section which consists of bringing the two into proximity and allow a contact of the surfaces of the two parts to bring them into final alignment. 